Automatic engine-stop.



PATENTED DEC. 25, 1906 H. M. MARTYN. AUTOMATIC ENGINE STOP. 9

APPLICATION FILED HAB.5. 1906.

. 2 SHEETS-SHEET 1.

No. 839,779. PATENTED DEC. 25, 1906' -H. M. MARTYN;

AUTOMATIC ENGINE STOP.

APPLIOATION I'ILED MAR-5. 1906.

2 SHEETS-SHEET 2 Snvenliop;

.. flu", 11/11/1102 ANNUN CIhTOR UNITED sTATEs PATENT OFFICE.

HARRY M. MARTYN, OF UTICA,. NEW YORK, .ASSIGNOR TO WILLIAM L. FOLEY AND CHESTER W. DAVIS, OF UTIOA, NEW YORK.

Specification of Letters Patent.

Patented Dec. 25, 1906.

Application filed March 6, 1906. Serial No. 304,393.

.a rate of speedas, for instance, when t e driving-belt breaks or the regular governorbelt breaks or for some other causeand also includes means for stopping the en ine from some remote point in case of acci ent or emergency.

In the drawings, Figure 1 shows a side elevation of an engine equipped with my mechanism, including a dia am of the mainelectric circuits employe in the construction. Fig. 2 shows in detail by diagram the complete arrangement of electric circuits employed in connectionwith the construction as well as other details of construction. Figs. 3 and 4 show in section details of a three-way cock employed in the construction in two of its positions. Fig. 5 shows, mostly in sec tion, details of inlet'and exhaust openings in.

connection with the actuating and regulating cylinder of the construction.

* Referring to the reference letters and fig? ures in a more particular description, 1 indicates the engine to which my improved mechanism is illustrated as being applied.

2 is the regulating-governor provided on the engine, while 3 is the steam-supply pipe, and 4 the throttle-valve in said pipe.

5 indicates the crank-shaft, and 6* the'rod by means of which the valve mechanism 1 is controlled from thegovernor 2. The valve 4 is provided with a hand-wheel 4, bymeans of which it can bemanually o erated, and with a reel 4 receiving one en of the small cable 6. This cable 6 after passin over suitable pulleys to bring it to the esired point is connected with the piston-rod 7 of the elongated cylinder 8 either directly or eye,

through the medium of multiplying-p111 as shown. The cylinder 8 is mounted on a fixed support. The arrangement of the connections just described is such that when the piston-head 7 is moved to the bottom of the cylinder the cable 6 is drawnfrom the reel 4*,

which serves to close the throttle-valve 4. At the u per end of the cylinder 8 there is connecte a pipe 9 for suppl g water or similar pressure fluid to the cyhi'l der to actuate the piston 7 in its downward movement, and this pipe may be connected with the waterspace of,a boiler or with a water-works system or other source of supply which will furnisha constant pressure. In the pi e 9 there is provided a three-way cock 10, w 'ch has the branch 11, serving. as an exhaust from the cylinder 8. The lug 10 of the three-way cock is provide W1l3h passageways, as shown in Figs. 3 and 4. When in the position shown in Fig. 3, the passage is open from the cylinder to the exhaust-pi e 11, whilethe supply is out off. -When t e plug is in the position shown in Fig. 4, the passage is open from the supply to the cylmder and the passage to the exhaust 11 is cut off. I

The movable plug 10 of the'stop-cock is connected with a segmental lever-piece 12, having stops 13 and 14 at either corner thereof, and between these stops extend the Weight-lever 15, which is also mounted to has a limited movement between the stops 13 and 14 independent of the movement of the plug of the stopcock. The weight-lever .thereon, andthere may also be provided a starting-spring 17, secured on a suitable 'fixed support. The weight-lever 15 is held in its normal position by an electrically-operated catch 18, which catch is pivoted on a fixed support and is adapted to be released by the electromagnet 19. The electromagnet 19 is in electric circuit with a dynamo or other suitable source of electricity, as 20, and a circuit makin and breaking contrivance, includin a fixe contact 21, and a movable contactever 41, operated by a governor 23, which governor is driven in any suitable way from the engine to be controlled, preferably by a belt, as 24. The lower end of the cylincontrolled by an adjustable needle-valve and is provided with an intake-opening controlled by a valve 26 as against exhaust through said intake-opening. There may also be provided in the lower end of the cylinder an adjustable stop in the nature of,.a

turn freely on the head of the plug 1O and 15 is provided with a weight 16, secured der 8 is provided with an exhaust-opening a a tired support a stop 30, which will limit the screw 27., which will limit the downward movement of the piston and piston-rod.

The operation of the mechanism thus far described is as follows: The stop-cock being in the position-shown in Fig. 3, with the operating arts the position shown in Fig. 2 and held by the catch 18, the engine may be put in motion byopening the valve 4, which opening is accomplished by rotating the stem of the valve the hand-wheel 4. In so doing thecable 6 is wound onto the reel 4 to some extent, and the piston 7 is moved to or toward the top of the cylinder '8 more or less, depending on thearrangement of the parts. When the piston is moved upwardly in the cylinder'8, air is readily let in through the valve 26 under the piston, and its upward movement is not impeded. The engine being in motion, of course the governor 23 will be also placed in motion. If the engine attains such a high speed as to move'the contact-lever 41 up into engagement with the-contact button or piece 21, an electric circuit is established through the dynamo 20 and the electromagnet 19, causing the release of the catch 18. When released, the weightlever 15 either through its own natural position or through the influence of the startings ring 17, or both, swings freelytoward the right, as shown in Fig. 2, attaining some little momentum before the lever 15 comes into engagement with stop 13. When it does engage'the stop, it continues the movement, carryin with it the valve-lever 12 and the valve-plug until the latter is turned from the position shown in Fig. 3 to that shown in Fig. 4. There will preferably be arranged on movement of the weight and lever when'it is moved farenough to accomplish the desired purpose. When the stopcock has been open-to the position shown in Fig. 4, the pressure is applied to the upper side of the piston7, forcin itdownwardly toward the bottom of the cy inder. The first portion of this operation will be" comparatively rapid, inasmuch as the air under the iston will first be compressed to some consic erable 6X- tentbeforeit tends to materially retard the movement ofthe-piston. As the piston appro aches the bottom of the cylinder its movement will be retarded, and the rapidity with which itwill finally reach its lowest position will be determined by the size of the exhaustopening in the lower end of the cylinder,

which, as before mentioned, is under the control of the needle-valve 25. .descends it draws on the cable 6, and as'the cable unwinds from the drum'4 of course it rotates the stem of the valve and closes the valve. The fact that the stop was caused by the mechanism under control of the governor 23 will be indicated on the annun'ciator 20*, for it will be noted that one branch of this'circuit, which includes the electromag- As the piston net 19, passes through that instrument. Before the engine can'be again started the -weight-lever must be placed back in its original position and caught by the catch 18, in which operation the stop-cock will be turned to shut oil the supply and allow the contents of the cylinder 8 to be exhausted.

In addition to making the electrical contact with the button or contact-point 21 the lever 41, controlled by the governor, is adapted to make two other electrical connections, one of which is with the contact button or point 40 when the lever 41 is at its lowest position and when the engine, or more particularly the governor 23,is at rest and one with the contact point or button 22, which is a contact adapted to be made when. the engine is running above normal speed'and less than dangerous.

The contact between the lever 41 and the contact point or button 40 is utilized as follows: 40 and 41 are in circuit with the dynamo or other suitable source of energy with an incandescent colored lamp G, arranged on a suitable board M in the engine' room, preferably with an ordinaryelectric bell H, so that when contact is made at the point between lever 41 and button there will be a light shown at G and an alarm sounded at H. The'contact maden-between lever 41 and contact point or button 22 is utilized as follows: 41 and 22 are in circuit with dynamo 20and a colored lamp R ary with still another electric light W on the base? board before mentioned and with thedynamo 20. The armature n of electromagnet N serves as an electric switch and is normally moved away from the electromagnet by spring S. When-so'moved away, it makes an electric-contact completing a circuit including the bell 1-1 and the battery P and switch E. In connection withthe circuit which includes the electromagnet 19 and' which is adapted to be closed at one point by the lever 41and contact 21 there are other means provided for closing the'same circuit viz., a number of manually-o erated switches T. These switches are pre erably arran ed in a'branch'from the circuit, including e ecscribed may be mentioned as fol-lows: At all times when the'dynamo 2O is in operation and furnishing the'desired electric energy current Will be supplied to the lamp W and to the electromagnet N, which, through its switch-armature n, maintains the mechanism in what might be denominated the normal I orthe electric wiring should fail the ourrent would fail in the electromagnet N, and the armature n would immediately be shifted over, completin the circuit through tric contact with 40, the lamp G will be lighted and the bell H sounded. In case of a sition between contacts 40 and 22.

the battery P and the ell H. By hearing the bell H sounded and noting that the light W has become extinguished the attendant is, informed at once that the trouble exists in the fact that there is no electric energy in the system for operatin the automatic stop-motion on the engine. 11' such case the emergencybattery may be temporarily substituted for the dynamo 20 by throwing over the switch 0 from the position in which it is shown in full lines in Fig. 2 to its opposite closed osition. In casethe continuous ringing oi the bell H becomes bothersome it may be stopped by shifting the switch E. In case the engine is running under normal conditions the lever 41 will be maintained in an intermediate po- In'case' of the engine attaining an abnormal s eed the contact is made between 22 and 41, W 'ch completes the circuit through light R and alarm-bell H. In case of still higher speed the circuit is completed through electromagnet 19. The automatic stop mechanism can also be thrown into operation by any one of the numerous switches T. In case the engine has been stopped by the use of any of the switches T. the attendant or engineer can determine the fact by examining the annunciator. When the governor 23 comes to a stop from the belt 24 breaking or otherwise, the lever 41, dropping in a position to make elecstoppage for the night or noon-hour, for instance, the engineer or attendant will throw open the switches O and E. 2 Upon starting the engine these switches should be closed, of course;

It is evident-that numerous changes in and from the construction herein described may be made without departing from the spirit of my invention. One of these which I would like to particularly note is that instead of controlling the engine l'rom the throttle-valve 4 it maybe controlled through the engine valve- 5 gearing by dispensing with the connection to valve 4 and continuing the cable 6 in the manner indicated in dotted lines in Fig. 1 and indicated by 6 in which latter case the connection 6 is made to a lever on the governor 2,

which controls the valve-gear to shut off the steam in the same manner as the governor 2 controls the same.

I claim- 1.' The combination in a safety appliance for engines of a cylinder and piston, a cock contro ling a pressure fluid sup lied to said cylinder, means for automatica y operating said cock, an electrically-controlled catch re- V straining the operation of said means, a circuit-closer in circuit ,with electrically-controlled catch, and a governor operating said circuit-closer from the engine, substantially as set forth.

2. The combination in an automatic stopping device of the steam-controlling valve, the cylinder and piston, a connection from the piston to the said steam-controlling valve, a cock controlling the supply of pressure fluid to the cylinder, means for auton1atically operating said cock, a catch for securmg the said operating means 1n normal, posiated contacts for closing the circuit and releasing said catch, substantially as set forth.

tion, and automatically and manually oper- In testimony whereof I have signed my I name to this specification in the presence of two subscribing witnesses.

HARRY M. MARTYN.

- Witnesses:

CLARENCE STETSON, WILLIAM L. PETERS. 

